Vehicle suspension



Aug. 2, 1949. K. K. PRoBsT 2,477,822

VEHICLE SUSPENSION Filed Feb. 7. 1944 4 Shee ts-Sheet 1 INVENTOR.

I /f( P0152? EE- 5 r v Aug. 2 1949. K. K. PRQBSTS 2 417,822

VEHICLE SUSPENSION 'Filed Feb. 7, 1944 4 Sheets-Sheet 2 E JO / 22 20 a: #5 INVENTOR.

Karl F9555- Aug. 2, 1949. K. K. PROBST 2,477,822

' VEHICLE SUSPENSION Filed Feb. 7, 1944 4 Sheets-Sheet 3 EE- 2M /2; R5 INVENTOR.

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Aug. 2, 1949. K. K. PROBST 2,477,822

\ VEHICLE SUSPENSION Filed Feb. 7, 1944 4 s1 1eets-sheet'4 I ll 9 111! I I I .39 1

Patented Alug. 2, 1949 VEHICLE SUSPENSION Karl K. Probst, Highland Park, Mich., assignor to Henry J. Kaiser Company, Oakland, Calif.I a corporation of Nevada Application February 7, 1944, Serial No. 521,331 Claims. (01. 280-124) The invention relates to motor vehicles, and it has particular relation to individual wheel suspensions.

An object of the present invention is to provide an improved wheel suspension having extremely comfortable riding qualities while still obtaining a desired. degree of stability.

Another object of the invention is to provide an improved type of individual wheel suspension which can be manufactured and assembled intaken substantially along the line 4-4 of Fig. 3;

expensively, and which is very durable and satisfactory in operation.

Another object of the invention is to provide an improved type of wheel suspension having an improved type of torsional spring acting to control relative movement of the parts in the suspension during use of the vehicle.

.wherein two suspensions at opposite sides of the vehicle frame are connected by a stabilizing or sway bar tending to equalize movements of opposite sides of the frame.

Another-object ofv the invention is to provide an improved type of wheel suspension mounting which allows, in an improved manner, torsional movement of the suspension during upward and downward movement of the vehicle frame, torsional movement of the wheel spindle and brake during 'brake application and side thrust applied from the wheels.

Another object of the invention is to provide a duplicate front and rear wheel suspension to attain manufacturing and servicing advantages.

Another object of the invention is to provide a design of suspension which can be used with either a front or rear engine and with front or both front and rear wheel drive.

Another object of the invention is to provide an improved type of crank arm bearing which may be readily adjustedfor wear.

Other objects of the invention will become apparent from the following description, from the drawings relating thereto, and from the claims hereinafter set forth.

For a better understanding of the invention reference may be had to the drawingswherein:

Fig. 1 is a side elevational view of a vehicle frame having wheel suspensions constructed to one form of the invention;

Fig. 5 illustrates one of the front wheel suspensions shown in Fig- 1;

Fig. 6 is a cross-sectional view taken substantially along the line 6-6 of Fig. 5;

Fig. 7 is an elevational view, partly in section, illustrating another form of individual wheel suspension constructed according to the invention; a

Fig. 8 illustrates a suspension constructed according to another form of the invention;

Fig. 9 is a cross-sectional view taken substantially along the line 9-9 of Fig. '7; and

Fig. 10 is a cross-sectional view taken substantially along line Ill-40 of Fig. 8.

Referring to Figures 1, 2, 3 and 4, the vehicle frame is illustrated at l0 and may comprise opposite longitudinal side members ll of box type as shown. While the individual suspensions on the four wheels are generally the same as seen in Fig. 1, the two at the left end of the frame are connected to dirigible wheels, or wheels whichv maybe steered, while the wheels at the right end of the frame are of non-steering type. The wheel suspension for the steerable wheels may correspond to the particular type shown in Figs.

5 and 6, while the suspension for the rear wheels to be drivingly connected to the wheel in a manner v well known in the art. The shaft I! may be connected by means of a universal joint l5 to a drive shaft l6 leading in turn to the power transmission of the vehicle.

At its lower end, the wheel mounting member i3 is bifurcated as indicated at H, and the bifurcated portion has an opening l8 which receives a cylindrical bushing l9 having a hexagonal head 20 at one end. The bushing is held against longitudinal displacement in the opening I8 by means of an annular groove 2| in the bushing and a bolt 22 projecting through the ends of the bifurcated portion and partially engaging the groove. This bolt, as best shown in Fig. 2, has a head 23 on one end and a nut 24 on the other end, so that when the nut is tightened, the bushing is clampingly locked against rotation in the opening. The bushing is internally threaded as indicated at 28 and a threaded trunnion 29 projecting laterally from one end of a lower arm 30 is threaded into the bushing so as to provide a threaded bearing. A rubber sealing ring 3| is provided at the end of the bushing l3 and between such end and a shoulder 32 on the arm 33 for preventing the escape of lubricant and preventing dirt from getting into the threaded bearing. At its opposite end, the bushing may be closed by means of a welch plug 33 and the plug may be provided with a suitable grease fitting (not shown) so that grease may be forced into the bearing. It will be evident that if the nut 23 is loosened, the bushing 20 may be turned so as to move the lower end of the wheel-mounting member along the threaded trunnion 29 thereby providing an adjustment for varying the camber of the wheels.

At its opposite end,- the arm 33 has an integral trunnion extension 33 formed with two threaded portions 36 and 31 located in spaced relation and which are of different diameters. This extension 33 projects into a tubular element .39 which extends through and is rigidly connected, by welding, to a tubular upright element 33. The frame member ii extends through the element 33 substantially-midway between its ends and the two parts are rigidly connected by welding. The threaded portion 33 on the trunnion 33, has pivotal threaded bearing engagement with the in-' 'ternally-threaded surface of a bushing 38, and

such bushing, in turn, has a threaded exterior threaded into the end of the tubular element or bearing sleeve 39 ,but with an opposite thread. Such external threads on the bushing 38 are of shallow or of obtuse character, and when the bushing is threaded into the tubular element the bushing forms or'cuts threads in the inner surface of the element'and becomes strongly locked against any accidental loosening. A rubber sealing ring 52 is provided at the outer end of the trunnion 33 for preventing dirt from getting into the tubular element and preventing lubricant from escaping. It might be mentioned here that lubricant may beinjected into the threaded bearing at any suitable point and grease fittings may be provided for this purpose.

The smaller threaded end 31 on the trunnion 33 has pivotal threaded engagement with a bushing 53 which is fixed in axial position in the tubular element by indentation of the metal as indicated at 53 and 55. By inclining the surface of the tubular element as indicated at 53 and correspondingly inclining the bottom surface of the bushing 53, such bushing has better resistance to endwise movement, and hence lateral stability of the bearing is increased. The threaded end 31 of the trunnion has a socket 58, polygonal in shape, and this socket is adapted to receive a similarly shaped end-59 on a sway bar 63 extending to the opposite side of the vehicle for similar engagement with the trunnion on the lower arm of the'opposite suspension. It is to be understood that the tubular element 39 extends across the frame of the vehicle and similarly co-operates with the trunnion on the lower arm of the suspension there so that the two trunnions on the two suspensions are connected by the bar 63. This bar-acts to equalize the movements of both suspensions, and if one wheel moves vertically with respect to the frame, the tendency is to cause a similarrelative movement at the 0pposite side, and hence tilting of the frame at one side or the other is counteracted by a similar movement at the opposite side of the frame.

At its upper end-the wheel mounting member I3 is similarly connected to an upper arm 35 which has aftrunnion 33 provided with right hand threaded portions 31 and 33 respectively threaded into bushings 33 and 13. These bushings have shallow external locking threads directed oppositely to their interior threads and are threaded into opposite ends of a tubular element or bearing sleeve ll projecting through and fastened to the upper end of the frame element 33. One bushing is disposed at one end of the element and the other bushing at the opposite end and hexagonal heads are provided on both bushings so that they can be threaded into the element during which they form or cut their own threads in the inside surface of the latter.

Beyond the bushing 13 the trunnion 33 is connected to an arm 13, and this arm as shown by Fig. 2 is pivotally connected to a link 13. The link in turn is pivotally connected to a shock absorber arm I3 forming part of a shock absorber 33 which is fastened to the side frame member II by bolts 3| and 32. Rubber rings 33 and 33 at the ends of the bushings 39 and 13 serve to seal the threaded bearings in the manner previously described and grease fittings at suitable points ma be used in order to lubricate such bearings.

Since the bushings 33, 33 and I3 have their external threads directed oppositely to their internal' threads, it is apparent that thread wear may betaken up by turning each bushing a slight amount in either direction. A space may be provided between the hexagonal heads on the bushings 38 and 39 and the end of the tubular elements to permit further tightening, if desired, and a similar space might also be left between the head on bushing 10 and the end of the bushing. In assembling, the bushing 33 is inserted and fastened in place and then the bushings 33, 39 and 13 are threaded into the ends of the tubular elements. Then the trunnions are inserted by first passing the smaller threaded ends thereof through bushings 33 and 39 until both smaller threaded portions are ready to be threaded into the bushings 53 and 13. In the event the internal threads in the two bushings in either tubular element are not in proper continuity or do not match the threads on the two portions of the trunnion therein, it is only necessary to partly turn one bushing until threading of both threaded portions of the trunnion can start and then the trunnion may be turned until in the position illustrated. Any later turning of either bushing will adjust for thread wear.

For resiliently supporting the vehicle frame on the wheels, a torsion spring is employed which includes a rubber sleeve or ring 35 disposed on the tubular element H and a metal coil spring 36 encircling the rubber sleeve. The metal spring I 86 which is formed from flat metal having its wider side disposed radially, has its inner end indicated at 31 in Fig. 2 connected to an arm 33 fastened to the frame element 33 by means of a threaded hook element 39. This element engages an aperture 90 in the end of the spring and extends through an opening in an offset portion 9| on the arm 33 and has a nut 92 outwardly of such offset portion. The outer end of the spring, as best shown by Figs. 2 and 3 terminates in a bent portion 93 which has hooking engagement with a shoulder or flange 93 formed on the arm 35. The weight of the frame tends to wind the spring and hence the spring torsionally resists downward movement of the frame. As the spring winds tighter, the rubber sleeve also acts as a torsion spring and resists tightening or winding of the spring and hence the metal. coil and the rubber sleeve act jointly to take the load of the frame riere-as described in connection with Fig. 1.

'tubular element I I.

The same type of torsion spring is provided for the lower arm and is connected to the arm 39 and I38 and the pin I 31, and the rubber preferably is vulcanized to both surfaces. Nuts I43 and I44 frame and tubular element 39 in substantially the same way.

In addition to the shock absorber previously mentioned, a rubber buffer 96, shown best by Figs.

2 and 3, may be fastened as indicated at 91 to a plate 98 secured to the side element II of the frame. This buffer element is adapted to engage a projection 99 firmly connected to the arm I5. Upon predetermined downward movement of the frame with respect to the wheel, the buffer 96 will engage the element 99 and limit the movement.

Now referring to Figs. and 6, the individual wheel suspension shown in these figures is substantially identical to that already described, with the exception that the wheels are mounted so that they may be turned for steering the vehicle. Instead of having a wheel-mounting member such as the member I1 shown in Fig. 1, a turnable wheel-mounting n ember I95 is provided which has a, hub I96 adaptedto receive a driving axle I91 in turn connectible with the wheel. This axle I91 may be connected to a universal joint, indicated at I98, and the latter in turn is connected toa driving shaft I99 extending to the power transmission of the vehicle. mounting member I95 at its upper end has a boss II9 provided with a cylindrical opening III, and this opening receives a pin I I2 having heads at both ends. Such pin extends upwardly into an element II3 having a bifurcated end II4 adapted to co-operate with a bushing I9 in thesame man- A steering'armIIB is connected to the boss portion II 9 on the member I95 and leads .to steering mechanism,'as will be readily understood.

At its lower end, the member I95 has a similar boss I29 which is apertured to receive a bolt I2I extending through an element I22 having a bifurcated portion I23 co-operating with the lower bushing I9. The bolt I2I has a head I24 on its upper end and a nut I25 onits lower end so as to hold the parts properly assembled. The pins H2 and I2I are aligned and act as a king pin so that the wheel may turn about the axis of the pin during steering.

The wheel- It will be understood in connection with both individual suspensions, that is, the suspensions for the front wheel and the suspensions for the rear wheel, that brakes will be provided in the usual manner. The brake drums for such brakes may be secured to the wheel mounting members I3 and I according to well understood practice.

Fig. 7 shows a modified form of suspension which may be used for either the rear wheels. or the front wheels. In this construction the upper arm is indicated at I39 and is in the form of a bell crank having an apertured =boss I3I at the center of the two end portions and an end portion I32 which is adapted to engage oppositely disposed buffers I33 and I34 secured to a U- shaped bracket I35 in turn fastened to the frame element II. The aperture in the boss portion I3I of the arm has internal splines which engage splines I36 on a pin I31 extending through a tubular element I38 so that when the arm swings, the pin turns with it. The tubular element I38 is welded to a saddle H9 in turn bolted to the frame member I I. Rubber sleeves MI and I42 are provided between the inner surface of the element are provided on opposite threaded ends of the pin for holding the parts on the pin in assembled relation.

A coil spring I45 similar to the previous coil springs mentioned, is used in conjunction with the rubber sleeves I and I 42 for taking torsional loads, and this spring extends around the tubular element I38. In this structure the outer end of the spring is fastened to a radially disposed, flat projection I46 on ahub I41 keyed as indicated at I49 to the pin I31 and held in place thereon by the nut I44. For fastening the end of the'spring to the projection I46, a dowel or pin I49 and a rivet I59 project through both the projection and the spring end so that a substantial, circumferential length of the end convolution of the spring is firmly fixed against expansion or contraction during torsioning of the spring. Similarly, the other end of the spring is fastened to the side of saddle I49 by a dowel I'5I and rivet I52. Fastening of the ends of the spring to the relatively movable parts in this mannerinsures greater stability for the end convolutions and holds them substantially concentric to the tubular element I39 and as a result the entire spring is held in concentric relation to the tubular element through torsioning movement of the spring.

Cooking of the end convolutions is prevented, in other words, and the spring as an entirety remains substantially concentric to the axis of the' pivotal arm action. It has been found that a spring so controlled at its ends, is more eificient and that it has greater torsional resistance and more uniformly distributed torsional action.

I The lower arm of the suspension indicated at I59 is similarly connected to a pin I5I which projects into a tubular element I52. The latter extends across the frame and is connected to both side elements by being welded to parts I53 in turn fastened to-theside members II of the frame.

' Within the sleeve I52, the pin I'5I has a torsional rubber spring connected thereto and comprising the rubber sleeves I54 and I55, and these are similar to the sleeves MI and I42 and are vulcanized to both the inner surface of the tube and to the outer surface ofthe pin. The inner portion of the pin has a central bore I56 terminating inwardly in a polygonal socket I51, and this socket is adapted to engage the polygonal end of a sway bar I58 extending across the frame of the vehicle and similarly connected to the lower pin of the opposite suspension. Hence the two opposed arms I59 are connected through the sway bar I58. It will be observed too that the tubular member I52 acts as a part of the frame, and this is true in connection with the transverse tubular element 39 in Figure 4.

The construction shown by Figure 8 is somewhat similar to that shown by Figure 4, but certain distinctions are present as will be apparent from the following description. In the structure shown by Fig. 8, instead of using suspension arms having integral trunnions, the trunnions and arms comprise separate parts. The upper arm, indicated at I65, has an apertured end I66 which has interior serrations engaging serrations I61 on a trunnion I68. This arm is held in serrated engagement with the trunnion by means of a nut I69 threaded onto a smaller threaded end on the trunnion and the nut engages the side of the apertured projection I66 on the arm. A slight taper may be provided in the serrated engagement to insure a rigid relation of parts when the nut I 88 is tightened, or, in other words, as the apertured projection I68 is moved over the serrated portion of the trunnion, it moves over a slightly increasing diameter to insure a locked condition.

The trunnion I88 has threaded bearing engagement with bushings I10 and I II, which are substantially the same as bushings 69 and I previously described, excepting that the bushing I10, instead of having a hexagonal head may have diametrically opposite flats I12 and I13 while the bushing III has similar flats I14 and I15.

The lower arm on the suspension indicated at I18 is similarly connected to a lower trunnion I19 having threaded portions threaded into bushings I80 and I8I. These bushings have ordinary hexagonal heads and in this structure, distinguishing again from Fig. 4, instead of having a tubular element extending across the frame and to the opposite suspension at short tubular element I82 is provided which is on the order of that above it and indicated at IBM. A space indicated at I83 may be left between the hexagonal head on bushing I8I and the end of the tube for adjustment purposes although this same space may be provided under the hexagonal head on the bushing I80 also, if desired. Similarly, the bushings I and III may be arranged with respect to the ends of the tubular element that either bushing may be turned in either direction for adjustment purposes. bushings are opposite to the interior threads, the turning of any bushing will adjust for thread wear. The external threads are of shallow, oblique character in order to obtain a lock with the tubular element, and in assembling the bushings with the tubular element, such shallow threads cut or form the interior threads in the tubular element and when the bushings are in place, as shown, they are locked against any accidental loosening,'although, by using a wrench any one of the bushings may be turned in order to obtain wear compensating adjustment.

Another distinction between the structure shown by Fig. 8 and that shown by Fig. 4 is that instead of using one threaded bushing on the trunnion on the outer end of each arm, two separate bushings are used. With respect to the bushings on the lower arm, they are indicated at I85 and I88 and each of these bushings has an annular groove I" in its external surface adapted to co-operate with a clamping bolt I88. Accordingly, two clamping bolts are provided for respectively clamping the two bushings in position. By loosening either bolt, its bushing may be turned so as to compensate for wear in the threaded bearing and by turning both bushings in one 4 direction or the other, the camber angle of the wheel may be varied. A similar arrangement of bushings is provided between the upper arm I85 and the wheel supporting member.

In the use of rubber springs it may be mentioned generally that three movements must be allowed for, namely: the torsional movement of the suspension occurring during vertical movement of the frame, the torsional movement of the wheel spindle and brakes due to brake application, and the side thrust from the wheels applied to the trunnions or shafts when turning the vehicle, for instance.

In the structure shown by Figs. 1 to 6, inclusive, the torsional movements of the suspension caused by vertical movement of the frame and the torsional movement on the wheel spindle and brakes due to brake application are accommodated by Since the external threads on all 8 the combined rubber and coil spring. In this case, no rubber is provided for taking the side thrust from the wheels, but such side thrust is taken through the inherent resiliency of the parts.

5 In the construction shown by Fig. 7 the torsional movement mentioned is taken by the rubber and springs, while the side thrust is resiliently taken through the rubber sleeves around the trunnions.

1 In connection-with the combined metal spring and the rubber spring, that is, where rubber torsion elements and metal coil springs are used in combination, several advantages may be noted: In the first place, an extremely light weight structure may be used. Secondly, by timing the neutral load position of the rubber torsional bushings .to about fifty per cent of the normal coil spring deflection, it is possible to obtain a variable rate so that the load and rate are approximately proportional. Again, the failure of either the rubber or coil spring does not render the suspension inoperative; additionally, the design permits either front or four-wheel drive, or both, and provides engine clearance for front or rear engines. It might be mentioned, especially in connection with the second advantage, that when the coil spring has deflected fifty per cent of the normal deflection to be obtained in operation of the vehicle. the rubbertorsional spring will be in a neutral position and hence the metal spring is under fifty per cent deflection when the rubber is neutral.

Considering the fact that the rubber has a variable spring rate, the rate on both the coil spring and rubber spring may in this manner be made approximately proportional to the load on the suspension.

It may be found preferable to so design the spring and the rubber that the rubber will take one-third of the torque load and the metal spring take two-thirds of the torque load although this ratio may be varied as may be found most desirable. At present, it seems preferable to have the rubber take about one-third of the torque load where a combined metal spring and rubber tor- 45 sional spring is used.

Although more than one form of the invention has been illustrated and described in detail, it will be apparent to those skilled in the art that various modifications may be made without de- 5 parting from the scope of the appended claims.

What is claimed is:

1. In a motor vehicle adapted to be driven by both its front and rear wheels, the combination of a longitudinally extending frame member hav- 55 ing kick-up portions near it opposite ends; a driven'wheel adapted to be supported at each of said kick-up portions of the frame; a wheel support for each wheel; and independent wheel suspension means for each wheel including a ver- 60 tically extending frame member rigidly secured at its intermediate portion to said first mentioned frame member at the front of a kick-up portion; a pair of bearing sleeves rigidly carried at the upper and lower ends of said vertically exwith the vertically extending frame member and 'at the other end being connected to a corresponding crank arm.

2. In an individual wheel suspension, a vehicle frame member, an arm connected to the frame member, a supporting member having a tubular part, a pair of internally and externally threaded bushings disposed in axially spacedrelation in the tubular part, the external threads of said bushing forming their own threads in the tubular part and normally holding the bushings and the tubular part against turning and against axial movement, while permitting adjustable inward turning of either bushing to compensate for wear and an externally threaded trunnion on the arm and threaded through both bushings.

3. An individual wheel suspension comprising a vehicle frame, a wheel, upper and lower arms extending longitudinally of the frame, means connecting one end of each arm to the wheel, means pivotally supporting the other end of each arm on the frame including tubular parts, externally threaded parallel trunnions, internally and externally threaded bushings and means for resiliently connecting the arms to the frame for resiliently supporting the latter on the wheel and including a rubber ring bonded to each of said tubular parts and a coil torsion spring, said spring encircling the rubber ring and said spring and ring encircling each tubular part and each trunnion, and said spring having its ends operatively connected respectively to the arms and frame so that downward movement of the frame applies torsion to the rubber and spring.

4. In a motor vehicle, the combination with a longitudinally extending side frame member, of

an independent wheel suspension comprising transversely disposed bearing sleeves mounted in spaced vertical alignment above and below and rigid with said frame member, a pair of crank arms extending longitudinally of the frame having externally threaded trunnions at their inner ends mounted in said bearing sleeves and pins at their outer ends extending'parallel to said trunnions, wear compensating means associated with said trunnions and said bearing sleeves, a wheel support including wear compensating pivot means engaging said crank pins, and torsion spring means about each of said bearing sleeves including a helical torsion spring and a rubber sleeve, said rubber sleeve being bonded to each of said bearing sleeves and being located within the helical spring and substantially in contact with the inner periphery thereof whereby a torsional winding of the spring applies torsion to said rubber sleeve.

5. In a motor vehicle, in combination a longitudinally extending side frame member, a vertically extending frame member rigidly secured at its intermediate portion to said first mentioned frame member, a wheel suspension comprising bearing sleeves rigidly carried transversely with respect to said vertically extending frame member at its upper and lower ends, said sleeves laterally overhanging said frame members, a pair of crank arms adapted to be connected with a wheel. to support it for parallelogrammatic movement and having externally threaded trunnions extending into and being threadedly engaged within said sleeves on opposite sides of the frame member by means of wear compensating internally and externally threaded bushings, and a helical torsion spring around the outside of each sleeve and positioned between said frame members and a corresponding crank arm, each spring being anchored at its one end to the vertically extending frame member and at its other end being connected to the corresponding crank arm.

KARL K. PROBST.

REFERENCES CITED The following referemces are of record in the file of this patent:

UNITED STATES PATENTS Number Name Date 1,956,877 Prouty May 1, 1934 2,043,152 Cook June 2, 1936 2,078,212 Leighton Apr. 20, 1937 2,099,312 Parsche Nov. 16, 1937 2,105,541 Leighton Jan. 18, 1938 2,158,028 Burke May 9, 1939 2,166,774 Tjaarda July 18, 1939 2,270,571 Woolson et al Jan. 20, 1942 2,322,879 Piron June 29, 1943 FOREIGN PATENTS Number Country Date 439,688 Great Britain Dec. 12, 1935 636,972 Germany Oct. 20, 1936 772,052 France Aug. 6, 1934 

